DE102020110752A1 - Method and device for adjusting the pitch angle of a vehicle - Google Patents

Abstract

A device (130) for adjusting the pitch angle of a vehicle (100) is described. The device (130) is set up to determine pitch rate information in relation to an actual value (316) of a pitch rate of the vehicle and to determine angle information in relation to an actual value (306) of the pitch angle of the vehicle (100). Furthermore, the device (130) is set up to bring about a drive, deceleration and / or braking torque of the vehicle (100) as a function of the pitch rate information and as a function of the angle information in order to set the pitch angle of the vehicle (100).

Description

The invention relates to a method and a corresponding device for setting the pitch angle of a vehicle, in particular a single-track vehicle.

A powerful motorcycle may have a tendency to lift the front wheel of the motorcycle when it accelerates. By regulating the pitch angle or pitch angle, the driving condition of the motorcycle can be stabilized in such a way that a rearward rollover is prevented. A target pitch angle can be specified for the regulation and the actual pitch angle of the motorcycle can be regulated to the target pitch angle by a control device.

As part of the regulation of the motorcycle's pitch angle, unstable driving conditions may arise. The present document deals with the technical task of enabling the most stable, robust and precise setting, in particular regulation, of the pitch angle of a vehicle to be possible.

The object is achieved by the independent claims. Advantageous embodiments are described, inter alia, in the dependent claims. It is pointed out that additional features of a patent claim dependent on an independent patent claim without the features of the independent patent claim or only in combination with a subset of the features of the independent patent claim can form a separate invention independent of the combination of all features of the independent patent claim, which can be made the subject of an independent claim, a divisional application or a subsequent application. This applies equally to technical teachings described in the description, which can form an invention that is independent of the features of the independent patent claims.

According to one aspect, a device for adjusting the pitch angle of a (motor) vehicle, in particular a motorcycle, is described. The pitch angle typically corresponds to a rotation of the vehicle about the transverse axis of the vehicle. A pitch angle of 0 ° can exist when the longitudinal axis of the vehicle is aligned parallel to the roadway on which the vehicle is traveling. A positive pitch angle of more than 0 ° can exist when the front of the vehicle, in particular a front wheel of the vehicle, is raised from the roadway. A negative pitch angle of less than 0 ° can exist when the front of the vehicle is oriented towards the roadway. The pitch angle is also referred to as the pitch angle in this document.

The device is set up to determine pitch rate information in relation to the actual value of the pitch rate of the vehicle. The pitch rate can also be referred to as the pitch angular velocity. The pitch rate can indicate the angular speed with which the pitch angle changes. If the amount of the actual value of the pitch rate is greater than a certain permissible maximum value, this can lead to unstable driving behavior of the vehicle.

The vehicle can include at least one inertial sensor (in particular an inertial measurement unit, IMU). The device can be set up to determine the pitch rate information, in particular the actual value of the pitch rate, in a precise manner on the basis of sensor data from the inertial sensor.

The device is also set up to determine angle information in relation to the actual value of the pitch angle of the vehicle. The current value of the pitch angle can thus be determined, in particular measured. Alternatively or in addition, the device can be set up to determine the actual value of the pitch angle at a specific point in time by integrating the pitch rate over time (possibly using a Kalman filter).

Furthermore, the device is set up to bring about a drive, deceleration and / or braking torque of the vehicle as a function of the pitch rate information and as a function of the angle information in order to set the pitch angle of the vehicle (to a target value), in particular to the target value rules. The pitch rate information, in particular the currently determined actual value of the pitch rate, can be taken into account directly when setting, in particular regulating, the pitch angle.

By taking into account the pitch rate information in relation to the current pitch rate (directly when setting the pitch angle), the accuracy and reliability of the setting of the pitch angle can be increased. In this way, stable driving behavior of a vehicle can be achieved (even in a wheelie situation).

The device can be set up to repeatedly determine the pitch rate information and the angle information at a sequence of successive points in time in order to set the actual value of the pitch angle to the setpoint value, in particular to regulate it. In this way, stable driving behavior of the vehicle can be achieved over the long term.

The device can be set up, depending on the pitch rate information and the angle information, to automatically cause a drive motor of the vehicle to effect or change the drive torque and / or the deceleration torque. Alternatively or in addition, the device can be set up to automatically cause a wheel brake of at least one wheel, in particular a rear wheel, of the vehicle to effect or change the braking torque as a function of the pitch rate information and the angle information. By using a drive motor and / or one or more friction brakes, the pitch angle of the vehicle can be set in a precise and reliable manner.

The device can be configured to detect that the front wheel of the vehicle loses contact with the roadway on which the vehicle is traveling. For this purpose, the device can be set up to determine sensor data in relation to the vehicle speed of the vehicle along the roadway and in relation to the rotational speed of the front wheel of the vehicle. It can then be reliably detected on the basis of the determined sensor data that the front wheel of the vehicle loses contact with the roadway. A wheelie situation of the vehicle can thus be recognized in a reliable manner.

The device can furthermore be set up, in response to the recognized wheelie situation, to automatically effect the drive, deceleration and / or braking torque of the vehicle as a function of the pitch rate information and the angle information, in order to set the pitch angle of the vehicle to a (positive) Setpoint. In this way, stable driving behavior of the vehicle can be achieved even in a wheelie situation.

The device can be set up to determine an angle deviation of the actual value from the nominal value of the pitch angle on the basis of the angle information. The drive, deceleration and / or braking torque of the vehicle can then be effected as a function of the angle deviation (and the pitch rate information) (e.g. using an angle controller) in order to adjust the pitch angle of the vehicle. In this way, the actual value of the pitch angle can be set to the setpoint in a robust manner.

As an alternative or in addition, the device can be set up to determine, on the basis of the pitching rate information, a pitching rate deviation of the actual value from a nominal value of the pitching rate. The drive, deceleration and / or braking torque of the vehicle can then be brought about as a function of the pitch rate deviation in order to adjust the pitch angle of the vehicle. By additionally taking into account a setpoint value for the pitch rate, the pitch angle can be set in a particularly robust and reliable manner in order to enable particularly stable driving behavior of the vehicle.

The device can be set up to determine a control error on the basis of the angle deviation and on the basis of the pitch rate information, in particular on the basis of the pitch rate deviation. The drive, deceleration and / or braking torque of the vehicle can then be brought about in a particularly precise and robust manner as a function of the control error (using a controller) in order to set the pitch angle of the vehicle. By taking into account the pitch rate information within the control error of the controller, a particularly reliable and stable setting of the pitch angle can be achieved.

The device can be set up to determine intermediate control values for one or more control variables on the basis of the angle deviation by means of an angle controller (e.g. by means of a PID controller). The intermediate control values for the one or more control variables can, for example, indicate how the drive motor and / or the wheel brake are to be controlled in order to set the pitch angle (without taking into account the pitch rate) to the nominal value for the pitch angle. In particular, the intermediate control values can be a specification for the drive, deceleration and / or braking torque to be set (without taking the pitch rate into account).

The device can also be set up to determine a setpoint value for the pitch rate on the basis of the intermediate control values for the one or more control variables, in particular by means of a model of the vehicle. The (driving dynamics) model of the vehicle can, for example, be designed to describe and / or calculate how the intermediate control values for one or more control variables affect the pitch rate of the vehicle. The pitch rate resulting from the intermediate manipulated values for the one or more manipulated variables can then be used as the basis for establishing the nominal value for the pitch rate.

The device can be set up to determine the setpoint value for the pitching rate on the basis of the intermediate control values for the one or more manipulated variables, taking into account a permissible maximum value for the pitching rate. In particular, the device can be set up to determine the nominal value for the pitching rate on the basis of the intermediate control values for the one or more manipulated variables in such a way that the nominal value for the pitching rate does not exceed a permissible maximum value for the pitching rate.

For example, the pitch rate resulting from the intermediate manipulated values for the one or more manipulated variables (from the model of the vehicle) can be used directly as the nominal value for the pitch rate as long as this value is smaller than the permissible and / or predefined maximum value. Otherwise, the maximum value can be used as the nominal value for the pitch rate.

The drive, deceleration and / or braking torque of the vehicle can then be brought about as a function of the setpoint value for the pitch rate in order to set the pitch angle of the vehicle in a reliable and precise manner.

In particular, the device can be set up to determine a pitch rate deviation of the actual value from the nominal value of the pitch rate as a control error on the basis of the pitch rate information. The drive, deceleration and / or braking torque of the vehicle can then be brought about as a function of the control error in order to set the pitch angle of the vehicle in a particularly reliable manner.

The device can be set up to determine manipulated values (actually to be used) for the one or more manipulated variables on the basis of the control error by means of a speed controller (e.g. a PID controller). The control values can indicate the drive, deceleration and / or braking torque that is to be provided by the drive motor and / or the wheel brake in order to set the pitch angle. In other words, the drive, deceleration and / or braking torque of the vehicle can be brought about as a function of the control values for the one or more control variables in order to set the pitch angle of the vehicle in a particularly reliable and precise manner.

The nominal value of the pitch angle can correspond to an orientation of the vehicle in which the front wheel of the vehicle continues to touch the roadway on which the vehicle is traveling. In particular, the setpoint can be negative (e.g. at -1 ° or less). By specifying such a setpoint value, particularly stable driving behavior of the vehicle can be achieved.

The device can be set up to effect the drive, deceleration and / or braking torque of the vehicle as a function of the pitch rate information and as a function of the angle information in such a way that the amount of the actual value of the pitch rate during the setting, in particular during the control or During the entire control process, the pitch angle (eg during the sequence of successive points in time) remains the same as or less than the predefined maximum value for the pitch rate. The pitch rate can, if necessary, be limited before the front wheel of the vehicle lifts off the road. A particularly stable driving operation of the vehicle can thus be made possible.

According to a further aspect, a (possibly single-track) (road) motor vehicle (in particular a motorcycle) is described which comprises the device described in this document.

According to a further aspect, a method for setting the pitch angle of a vehicle, in particular a single-track vehicle, for example a motorcycle, a pedelec, an e-bike, etc., is described. The method can be aimed at setting the pitch angle to a specific setpoint value.

The method comprises determining pitch rate information in relation to the (current) actual value of the pitch rate of the vehicle (at a specific point in time). The pitch rate information can be determined on the basis of the sensor data of an inertial measurement unit (IMU) of the vehicle.

The method further comprises determining angle information in relation to a (current) actual value of the pitch angle of the vehicle (at the specific point in time). The angle information can be determined on the basis of the sensor data of an (inertial) acceleration sensor and / or the IMU of the vehicle.

Furthermore, the method includes effecting (at the specific point in time) a drive, deceleration and / or braking torque of the vehicle as a function of the pitch rate information and as a function of the angle information in order to set the pitch angle of the vehicle (to a specific setpoint value). The angle information and the pitch rate information can be used directly in a control loop for regulating the pitch angle in order to set the pitch angle in a precise and robust manner to the specific setpoint value.

According to a further aspect, a software (SW) program is described. The software program can be set up to be executed on a processor (e.g. on a control unit of a vehicle) and thereby to execute the method described in this document.

According to a further aspect, a storage medium is described. The storage medium can comprise a software program which is set up to be executed on a processor and thereby to execute the method described in this document.

It should be noted that the methods, devices and systems described in this document can be used both alone and in combination with other methods, devices and systems described in this document. Furthermore, any aspects of the methods, devices and systems described in this document can be combined with one another in diverse ways. In particular, the features of the claims can be combined with one another in diverse ways.

• 1a ein beispielhaftes einspuriges Fahrzeug in einer Frontansicht;
• 1b ein beispielhaftes einspuriges Fahrzeug in einer Seitenansicht;
• 2 eine beispielhafte Methode zur Ermittlung eines Messwertes bzw. des Istwertes des Nickwinkels;
• 3 einen beispielhaften Regelkreis zur Einstellung des Nickwinkels; und
• 4 ein Ablaufdiagramm eines beispielhaften Verfahrens zur Einstellung des Nickwinkels eines Fahrzeugs.

The invention is described in more detail below on the basis of exemplary embodiments. Show it

• 1a an exemplary single-track vehicle in a front view;
• 1b an exemplary single-track vehicle in a side view;
• 2 an exemplary method for determining a measured value or the actual value of the pitch angle;
• 3 an exemplary control loop for setting the pitch angle; and
• 4th a flowchart of an exemplary method for adjusting the pitch angle of a vehicle.

As stated at the beginning, the present document deals with the precise, robust and efficient setting, in particular regulation, of the pitch angle of a vehicle. In this context shows 1a a single-track vehicle 100 in a front view, the vehicle 100 on a (horizontal) roadway 120 moves. The roadway 120 extends within one through the x-axis 111 and the y-axis 112 a Cartesian world or reference coordinate system 110 educated level. In the example shown, the x-axis 111 corresponds to the longitudinal axis and the y-axis 112 the transverse axis of the vehicle 100 . The vehicle 100 has one or more wheels 121 , 122 (please refer 1b) on that with the roadway 120 stay in contact. Furthermore, the vehicle has 100 a (mass) center of gravity 101 on.

The vehicle 100 can around the longitudinal axis of the vehicle 100 be rotated so that the vertical axis of the vehicle 100 not with the z-axis 113 of the reference coordinate system 110 matches. One turn of the vehicle 100 around the longitudinal axis 131 typically leads to a certain roll angle 103 between the vertical axis of the vehicle 100 and the z-axis 113 of the reference coordinate system 110 . In a corresponding manner, the longitudinal axis of the vehicle 100 a certain pitch angle relative to the x-axis of the reference coordinate system 110 exhibit.

(um die Längsachse des Fahrzeugs 100), in Bezug auf die Nickrate ϑ̇_v (um die Querachse des Fahrzeugs 100) und/oder in Bezug auf die Gierrate ψ̇_v (um die Hochachse des Fahrzeugs 100) bereitstellen. Des Weiteren können die ein oder mehreren Sensoren 133, 134, insbesondere ein oder mehrere inertiale Beschleunigungssensoren 134, Beschleunigungs-Sensordaten in Bezug auf die Längsbeschleunigung (entlang der Längsachse des Fahrzeugs 100) und/oder die Querbeschleunigung (entlang der Querachse des Fahrzeugs 100) bereitstellen. 1b shows exemplary components of a vehicle 100 . In particular shows 1b one or more sensors 131 , 132 , 133 , 134 of the vehicle 100 . The one or more sensors 133 , 134 can have one or more inertial sensors, in particular one or more inertial measurement units, IMUs. The one or more sensors 133 , 134 , in particular one or more rotation rate sensors 133 , for example, yaw rate sensor data can be used in relation to the roll rate ${\dot{\phi }}_V$

(around the longitudinal axis of the vehicle 100 ), in relation to the pitch rate ϑ̇ _v (around the transverse axis of the vehicle 100 ) and / or in relation to the yaw rate ψ̇ _v (around the vertical axis of the vehicle 100 ) provide. Furthermore, the one or more sensors 133 , 134 , in particular one or more inertial acceleration sensors 134 , Acceleration sensor data related to the longitudinal acceleration (along the longitudinal axis of the vehicle 100 ) and / or the lateral acceleration (along the lateral axis of the vehicle 100 ) provide.

Furthermore, the vehicle can 100 a speed sensor 131 for the front wheel 121 and a speed sensor 132 for the rear wheel 122 have, wherein a speed sensor 131 , 132 is designed, speed sensor data in relation to the speed of the respective wheel 121 , 122 capture.

2 illustrates an example of how a current measured value of the pitch angle is based on the sensor data of the one or more wheel speed sensors 131 , 132 and / or the sensor data of an acceleration sensor 134 , especially the acceleration sensor 134 for the longitudinal acceleration of the vehicle 100 , can be determined. Because of the pitch angle ϑ is the longitudinal axis 211 of the vehicle with respect to the x-axis 111 of the reference coordinate system 110 rotated by the pitch angle ϑ. This applies in a corresponding manner to the vertical axis 213 of the vehicle 100 that is opposite to the z-axis 113 of the reference coordinate system 110 is rotated by the angle ϑ.

ermittelt werden.Based on the sensor data from the one or more wheel speed sensors 131 , 132 _{a current measured value a v of} the speed-based acceleration can be obtained at a point in time k 201 be determined. Furthermore, based on the sensor data, an inertial Accelerometer 134 a current measured value a _{xs of} the inertially measured longitudinal acceleration 203 (along the x-axis 111 or along the roadway 120 ) be determined. The current measured value y _{k of} the pitch angle ϑ can then be based on the equation $\text{cos}\left(\vartheta \right)=\frac{{\alpha }_{x,s}}{{\alpha }_v}$

be determined.

ermittelt werden, wobei g die Schwerkraft ist.Alternatively or in addition, an inertial acceleration sensor can be used on the basis of the sensor data 134 a current measured value a _{gs of} the inertially measured gravity or acceleration 202 (along the long axis 211 of the vehicle 100 ) be determined. The current measured value y _{k of} the pitch angle ϑ can then be based on the equation $\text{cos}\left(90°-\vartheta \right)=\frac{{\alpha }_{G,s}}{G}$

can be determined, where g is the force of gravity.

wobei g die Schwerkraft ist. So kann der Istwert des Nickwinkels in präziser Weise ermittelt werden, ggf. auch dann, wenn das Vorderrad des Fahrzeugs aufgrund einer Wheelie-Situation abgehoben ist.The actual value of the pitch angle ϑ can thus be determined in a precise manner on the basis of the sensor data of an inertial acceleration sensor 134 can be determined, in particular using the equation $\text{cos}\left(90°-\vartheta \right)=\frac{{\alpha }_{G,s}}{G},$

where g is gravity. In this way, the actual value of the pitch angle can be determined in a precise manner, possibly even when the front wheel of the vehicle is lifted due to a wheelie situation.

The current measured value y _{k of} the pitch angle ϑ can thus be determined in different ways. The quality with which a current measured value (ie the actual value) y _{k of} the pitch angle ϑ on the basis of the measured acceleration values depends 201 , 202 , 203 can be determined from the driving situation in which the vehicle is 100 is located. When the vehicle 100 for example in a so-called wheelie situation, in which the front wheel 121 of the vehicle 100 no contact with the road 120 has, then the measured value a _{v of} the wheel speed-based acceleration 201 typically not used as the wheel speed of the non-driven front wheel 121 regardless of the longitudinal acceleration of the vehicle 100 (along the x-axis 111 ) is and / or there is the rear wheel 122 of the vehicle 100 has a relatively high slip and / or relatively strong drive vibrations. In a wheelie driving situation, the actual value of the pitch angle can therefore preferably be based on the inertially measured force of gravity or acceleration 202 be determined.

To set the pitch angle to a specific nominal pitch angle, in particular to regulate the actual value of the pitch angle to a specific nominal value for the pitch angle, a control loop can be used which, based on the one or more measured values of the pitch angle, shows a deviation of the actual value from the nominal value of the Pitch angle calculated as a control error. The value of a manipulated variable for adapting the pitch angle can then be determined on the basis of the control error. Exemplary manipulated variables are that of a drive motor 135 of the vehicle 100 caused drive and / or deceleration torque and / or that of a wheel brake 136 of the vehicle 100 caused braking torque.

A nominal pitch angle can thus be specified for the regulation and an actual pitch angle can be regulated by a regulating device. Stabilizing interventions can be carried out (if necessary selectively) if the target pitch angle is exceeded. The regulation (solely) on the basis of measured values in relation to the actual pitch angle can lead to relatively high pitch angle velocities occurring until the target pitch angle is reached. Depending on the choice of the target pitch angle, this can possibly lead to unstable driving behavior of the vehicle 100 to lead.

The (control) device 130 can be set up, when setting the actual pitch angle, in addition to measured values with respect to the actual pitch or pitch angle, to take into account measurement values with respect to the actual pitch or pitch angle speed. For example, when setting the actual pitch angle, it can be ensured that the actual pitch angle speed does not exceed a specific maximum value. If necessary, the actual value of the pitch angle can be regulated to a specific setpoint value for the pitch angle in such a way that the actual value of the pitch angle speed is also set, in particular regulated, to a specific setpoint value for the pitch angle speed.

3 shows an exemplary control loop 300 for setting the actual value 306 the pitch angle to a certain setpoint 301 of the pitch angle. At a certain point in time, based on the measured actual value 306 and the setpoint 301 , especially on the basis of the angle deviation 302 of the actual value 306 from the setpoint 301 , an angle control error is determined. The angle control error can, as in 3 shown, the angle deviation 302 correspond. On the basis of the angle control error, an angle controller 303 (e.g. a P (proportional), I (integral) and / or D (differential) controller) an intermediate control value 304 can be determined from one or more manipulated variables (e.g. the drive or deceleration torque and / or the braking torque).

Without further consideration of the pitch rate, the one or more actuators could 135 , 136 of the vehicle 100 depending on the intermediate control value 304 one or more manipulated variables are operated.

The in 3 shown control loop 300 includes a pitch rate unit 310 that is set up a setpoint 311 for the pitch rate as a default for setting the pitch rate. The setpoint 311 for the pitch rate can be based on the intermediate control value 304 one or more manipulated variables are determined. In particular, through the pitch rate purity 310 can be determined (e.g. using a vehicle dynamics model of the vehicle 100 ) how the intermediate manipulated variable 304 for the one or more manipulated variables on the pitch rate of the vehicle 100 affects. It is thus possible to estimate a pitch rate based on the intermediate control value 304 for which one or more manipulated variables would result in the actual value 306 of the pitch angle to the nominal value 301 for the pitch angle.

The setpoint can then be based on the estimated pitching rate 311 can be determined for the pitch rate. A permissible maximum value can be used 315 the pitch rate must be taken into account. In particular, the setpoint 311 for the pitch rate to the maximum permissible value 315 the pitch rate can be limited. On the other hand, the estimated pitch rate can be used as a target value 311 can be used for the pitch rate as long as the estimated pitch rate is less than the maximum value 315 is.

Also shows 3 a sub-control loop for setting the pitch rate or the pitch angle speed. It can be the actual value 316 the pitch angle speed can be measured or determined, and the speed or pitch rate deviation can be measured 312 of the actual value 316 from the setpoint 311 the pitch angular velocity can be determined. Based on the speed or pitch rate deviation 312 can by means of a speed controller 313 (e.g. a P (proportional), I (integral) and / or D (differential) controller) the manipulated variable 314 for which one or more manipulated variables are determined.

The control value 314 one or more actuators can be used for the one or more manipulated variables 135 , 136 of the vehicle 100 to operate. In particular, the manipulated variable 314 a torque requirement on the drive motor 135 and / or to the wheel brake 136 of the vehicle 100 include. From the controlled system 305 the actual value then results 306 the pitch angle and the actual value 316 the pitch angular velocity.

The process described can be repeated at successive points in time in order to increase the actual value 306 to the setpoint 301 of the pitch angle (taking into account a permissible maximum value 315 for the pitch angular velocity).

The one through the control loop 300 determined control value 314 for the one or more manipulated variables, both the angle deviation is taken into account 302 as well as the speed or pitch rate deviation 312 . In this way, the pitch angular velocity can be achieved when the pitch angle is set at a specific setpoint value 311 is held and / or at a certain maximum value 315 is limited, so that a stable driving behavior of the vehicle 100 results.

A regulation is thus described that is not only based on a comparison of setpoint values 301 and actual value 306 of the pitch angle, but at which the pitch angle speed (which is also referred to as the pitch rate or pitch rate) is directly included in the control. In this way, it can be reliably ensured that control interventions are already carried out, although the setpoint is reached 301 of the pitch angle has not yet been exceeded, but possibly only a front wheel lifted from the road surface 121 was recognized.

As stated above, a motorcycle can 100 an IMU 133 , 134 (Inertial Measurement Unit), which provides the three accelerations and / or the three rotation rates relative to the vehicle coordinate system, in particular at least the pitch or pitch rate and the longitudinal acceleration of the vehicle 100 (along the long axis 211 of the vehicle 100 ). It also includes the motorcycle 100 An institution 131 , 132 for measuring wheel speeds.

Based on the recorded sensor data, the actual value can be calculated using a suitable algorithm 306 the pitch angle and the actual value 316 the pitch rate can be calculated within the vehicle coordinate system. A front wheel lift detection can be carried out on the basis of the wheel speeds and the longitudinal acceleration of the vehicle. As soon as a lifted front wheel 121 is recognized, a control unit 300 activated to bring the pitch angle to a setpoint 301 to regulate.

Depending on the measured actual value 316 the pitch rate and depending on the control deviation 302 between the setpoint 301 and the actual value 306 of the pitch angle, a change (in particular a reduction) in the drive torque can be calculated and implemented (as a control value 304 the one or more manipulated variables). By including or taking into account the actual value 316 the pitch rate in the regulation of the pitch angle can, if necessary, be independent of the pitch angle control deviation 302 a control value 304 for which one or more manipulated variables are calculated and provided. By taking the pitch rate into account, the control quality and / or the control behavior for setting the pitch angle can be improved.

As already explained above, as an alternative or in addition to a reduction in the drive torque, a braking torque can be provided by at least one wheel brake 136 , especially by the wheel brake 136 of the rear wheel 122 , be asked. The anti-lock braking system (ABS) can actively build up pressure.

The control strategy for taking the pitch rate into account can be expanded in such a way that the pitch rate is controlled by the control unit 300 is already limited before the front wheel 121 takes off at all. This enables a particularly stable driving behavior of the motorcycle 100 be effected. For this purpose, for example, as a setpoint 301 a negative value can be specified for the pitch angle. Alternatively or in addition, the angle controller 303 disabled as long as the front wheel 121 nor the road 120 touched. The setpoint 311 for the pitch rate can then possibly be based solely on the maximum value 315 can be determined for the pitch rate.

In another example, a setpoint 301 for the pitch angle at which the front wheel 121 still has contact with the ground. If, for example, a pitch angle of 0 ° describes the state in which the front wheel 121 is just about to take off, and if a positive pitch angle describes a condition in which the front wheel 121 no longer has road contact, a negative setpoint can be used 301 can be specified for the pitch angle to ensure particularly stable handling of the motorcycle 100 (with a reduced acceleration potential of the motorcycle 100 ) to achieve.

4th shows a flowchart of an exemplary (possibly computer-implemented) method 400 for setting the pitch angle of a (single-track) vehicle 100 . The procedure 400 includes determining 401 of pitch rate information in relation to the actual value 316 the pitch rate of the vehicle 100 . In particular, a measured value of the current pitch rate can be determined, ie the current actual value can be determined 316 the pitch rate can be measured (e.g. using an IMU 133 of the vehicle 100 ).

The procedure 400 further comprises determining 402 of angle information in relation to the actual value 306 the pitch angle of the vehicle 100 . In particular, a measured value of the current pitch angle can be determined, ie the current actual value can be determined 306 of the pitch angle can be measured. For this purpose, for example, sensor data from an inertial acceleration sensor 134 and / or an IMU 133 of the vehicle 100 be used.

The method also includes 400 the (automatic) effect 403 a drive, deceleration and / or braking torque of the vehicle 100 depending on the pitch rate information and depending on the angle information, about the pitch angle of the vehicle 100 adjust, in particular to adjust the pitch angle to a certain target value 301 to regulate. The pitch rate information, in particular the actual value 316 the pitch rate, can be taken into account directly when setting (especially when regulating) the pitch angle.

The measures described in this document enable a particularly stable driving behavior of a vehicle 100 , especially a single-track vehicle 100 (e.g. of a motorcycle, a pedelec, an e-bike, etc.), in relation to a nodding movement of the vehicle 100 be effected.

The present invention is not restricted to the exemplary embodiments shown. In particular, it should be noted that the description and the figures are only intended to illustrate the principle of the proposed methods, devices and systems.

Claims (15)

Device (130) for setting the pitch angle of a vehicle (100), the device (130) being set up, - to determine pitch rate information in relation to an actual value (316) of a pitch rate of the vehicle (100); - to determine angle information in relation to an actual value (306) of the pitch angle of the vehicle (100); and - To effect a drive, deceleration and / or braking torque of the vehicle (100) as a function of the pitch rate information and as a function of the angle information in order to set the pitch angle of the vehicle (100). Device (130) according to Claim 1 , wherein the device (130) is set up to determine an angle deviation (302) of the actual value (306) from a nominal value (301) of the pitch angle on the basis of the angle information; and - to effect the drive, deceleration and / or braking torque of the vehicle (100) as a function of the angular deviation (302) in order to adjust the pitch angle of the vehicle (100). Device (130) according to Claim 2 wherein the device (130) is set up to determine a control error (312) on the basis of the angle deviation (302) and on the basis of the pitch rate information; and - to effect the drive, deceleration and / or braking torque of the vehicle (100) as a function of the control error (322) in order to adjust the pitch angle of the vehicle (100). Device (130) according to one of the Claims 2 until 3 wherein the device (130) is set up to determine intermediate control values (304) for one or more control variables on the basis of the angle deviation (302) by means of an angle controller (303); - to determine a nominal value (311) for the pitch rate on the basis of the intermediate control values (304) for the one or more control variables, in particular by means of a model of the vehicle (100); and - to effect the drive, deceleration and / or braking torque of the vehicle (100) as a function of the nominal value (311) for the pitch rate in order to set the pitch angle of the vehicle (100). Device (130) according to Claim 4 wherein the device (130) is set up to determine the nominal value (311) for the pitching rate on the basis of the intermediate control values (304) for the one or more manipulated variables, taking into account a permissible maximum value (315) for the pitching rate; and / or - to determine the nominal value (311) for the pitching rate on the basis of the intermediate control values (304) for the one or more manipulated variables that the nominal value (311) for the pitching rate does not have a permissible maximum value (315) for the pitching rate exceeds. Device (130) according to one of the Claims 4 until 5 , wherein the device (130) is set up to determine a pitching rate deviation of the actual value (316) from the nominal value (311) of the pitching rate on the basis of the pitching rate information as a control error (312); and - to effect the drive, deceleration and / or braking torque of the vehicle (100) as a function of the control error (312) in order to adjust the pitch angle of the vehicle (100). Device (130) according to Claim 6 wherein the device (130) is set up to determine control values (314) for one or more control variables on the basis of the control error (312) by means of a speed controller (313); and - to effect the drive, deceleration and / or braking torque of the vehicle (100) as a function of the control values (314) for the one or more control variables in order to set the pitch angle of the vehicle (100). Device (130) according to one of the Claims 2 until 7th wherein the nominal value (301) of the pitch angle corresponds to an orientation of the vehicle (100) in which a front wheel (121) of the vehicle (100) touches a roadway (120) on which the vehicle (100) is traveling. Device (130) according to one of the preceding claims, wherein the device (130) is set up - To detect that a front wheel (121) of the vehicle (100) loses contact with a roadway (120) on which the vehicle (100) is traveling; and - In response to automatically bringing about the drive, deceleration and / or braking torque of the vehicle (100) as a function of the pitch rate information and the angle information, in order to set the pitch angle of the vehicle (100) to a desired value (301). Device (130) according to Claim 9 , wherein the device (130) is set up to determine sensor data with regard to a vehicle speed of the vehicle (100) along the roadway (120) and with regard to a rotational speed of the front wheel (121) of the vehicle (100); and to detect on the basis of the sensor data that the front wheel (121) of the vehicle (100) loses contact with the roadway (120). Device (130) according to one of the preceding claims, wherein - The vehicle (100) comprises at least one inertial sensor (133); and - The device (130) is set up to determine the pitch rate information on the basis of sensor data from the inertial sensor (133). Device (130) according to one of the preceding claims, wherein the device (130) is set up to determine the pitch rate information and the angle information, repeatedly, at a sequence of successive points in time, in order to bring the actual value (306) of the pitch angle to a specific target value (301 ), in particular to regulate. Device (130) according to one of the preceding claims, wherein the device (130) is set up automatically as a function of the pitch rate information and the angle information - to cause a drive motor (135) of the vehicle (100) to bring about or change the drive torque and / or the deceleration torque; and or - to cause a wheel brake (136) of at least one wheel (121, 122), in particular a rear wheel (122), of the vehicle (100) to effect or change the braking torque. The device (130) according to any one of the preceding claims, wherein the device (130) is set up to effect the drive, deceleration and / or braking torque of the vehicle (100) as a function of the pitch rate information and as a function of the angle information that the absolute value of the actual value (316) of the pitch rate during the setting of the pitch angle remains equal to or less than a predefined maximum value (315) for the pitch rate. A method (400) for setting the pitch angle of a vehicle (100), the method (400) comprising - determining (401) pitch rate information in relation to an actual value (316) of a pitch rate of the vehicle (100); - Determination (402) of angle information in relation to an actual value (306) of the pitch angle of the vehicle (100); and - Causing (403) a drive torque, deceleration and / or braking torque of the vehicle (100) as a function of the pitch rate information and as a function of the angle information in order to set the pitch angle of the vehicle (100).

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